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The New Haven Railroad was the railroad that neither the Central nor the Pennsylvania Railroad wanted anything to do with when those two railroads had merger talks underway. Following is the 1956 profile for the New Haven Railroad:
Mileage: 1769
Locomotives: 448, incl. 48 electric, 340 diesel (195 road haul),145 switchers).
Freight cars: 7931
Passenger cars: 1504 (152 MU,40 RDC,79 trailers)
Miscellaneous: 803

COMPONENTS OF THE NEW HAVEN RAILROAD (Partial List)
1.New York and New Haven
2.Housatonic Railroad
3.New Haven& Northampton Rr
4.New Haven,Hartford and Springfield
5.Hartford,Providence & Fishkill
6.Naugatonic
7.New London,Willamatic & Palmer
8.Norwich and Worcester
9.Providence & Worcester (regained independence 1973)
10.Boston and Providence
11.Dedham Branch
12.Stoughton Branch
13.Fall River Railroad
14.New Bedford and Taunton
15.Old Colony Railroad
16.Dorchester and Milton
17.Norfolk County Railroad
18.Cape Cod Branch
19.Stonington RR
Total mileage for these amounted to 1138.25 miles, which was roughly 2/3rds the New Haven Railroad's final total before inclusion in Penn Central in 1969.
NEW HAVEN RAILROAD DIESEL ROSTER
Alco FA2 1600 0401-0428 28 units
Alco FB2 1600 0456-0463 8 units
Alco FA2 1600 465-469 5 units
Alco RS3 1600 517-561 45 units
FM H16-44 1600 591-599 9 units
Alco RS1 1000 0662-0671 10 units
EMD GP9 1750 1200-1229 30 units
Alco RS11 1800 1400-1414 15 units
FM H16-44 1600 1600-1614 15 units
EMD FL9 1750 2000-2029 30 units
EMD FL9 1800 2030-2059 30 units
GE U25B 2500 2500-2525 26 units
Alco C425 2500 2550-2559 10 units
SWITCHER FLEET
Alco S2 1000 0600-0621 22 units
EMD SW9 1200 640-659 20 units
GE 44ton 380 812,817 2 units
Alco S4 660 0924 1 units
Alco S4 660 0935-0995 45 units
ELECTRIC LOCOMOTIVES
GE E33 3300 300-310 11 units
GE EP5 4000 370-375 10 units
FREIGHT CAR SUMMARY
Boxcars 2390
Refrigerator 259
Coke Steel 2
Coal Gondola 1
Coal Hopper 568
Covered Hopper 114
Covered Gondola 15
Flat(all types 403
Trans. Steel 24
Steel Caboose 183
Total Freight cars: 3959
 
BRIEF HISTORY
The New York,New Haven and Hartford Railroad Company was formed in 1872 by the merger of the New York and New Haven Railroad with the New Haven and Hartford Railroad, thus forming the New York,New Haven and Hartford Railroad, better known as the New Haven Railroad or The New Haven.  Many of the small railroads shown above under the New Haven's components list were merged into the railroad,thus developing it into  the 1500 mile system that served southern New England. One of the last components to be merged into the New Haven Railroad was the Central New England Railway, whose principal route extended from Hartford through Waterbury,Poughkeepsie to Maybrook,NY  across the famed Poughkeepsie Bridge over the Hudson River. This railway was merged into the New Haven in 1926 and formed a major part of the New Haven Railroad's Lines West, which covered all New Haven Railroad system lines west of New Haven,Connecticut. Lines East  were those lines east of New Haven and  these two groups of  lines later became the New Haven and Boston divisions as shown in system   employee timetables, particularly of the railroad's final years before being merged into Penn Central on January 1, 1969. Due to the populous nature of   the territory it  served, the New Haven Railroad was largely  a passenger oriented railroad and that fact was one of the major weaknesses that precluded long term solvency for the New Haven. Among the things the New Haven Railroad   is best remembered for are those unique EMD FL9 diesel electric locomotives that could also operate off of third rail  as straight electrics. No other railroad operated such locomotives in  passenger or  any other  service. In addition, Much of the diesel fleet is noted for the use of  Hancock air whistles rather than conventional air horns on the FL9s, the GP9s, and certain other diesel and electric locomotives. However the Alco FAs,PAs, C425s, GE  U25Bs all came with conventional air horns. Another thing that sets the New Haven Railroad apart is the paint scheme applied to the FL9s as designed by the flamboyant Patrick McGinnis, who  certainly was a colorful character as far as railroad executives go. Unfortunately it was Mr. McGinnis's kind of color the railroad could have done without. This was counterbalanced by the influence that Frederick C. "Buck" Dumaine,Sr. and George Alpert had on the railroad and their efforts to maintain good service and viability of the railroad. The logo used by the New Haven Railroad in its final years was of the same style designed by Patrick McGinnis  for the Boston and Maine Railroad, with which the New Haven once had  strong    ties. When the Penn Central merger controversy brewed, it was suggested that the New Haven, the Boston and Albany, the Boston and Maine, and Maine Central railroads all be merged together to create an all New England rail system. This idea is said to have had its origins with New York Central's Alfred E. Perlman. Whether any of  these railroads discussed this idea among themselves is a moot point. By  that time, the Boston and Albany was functioning essentially as an operating division of the New York Central, while the other  two railroads continued operating independently  as before. However, of these railroads, the New Haven was the first one into  bankruptcy, making such filing for the final   time in 1961. This would help sink the Penn Central, which later took it over,but was not the final factor. In addition to extensive and intensive passenger   service, another major weakness of the New  Haven was the short haul nature of  its freight  service. This was aggravated by a shrinking traffic base and subsidized competition from highway and air   transportation. While much of the New Haven   is still  in operation, it has been parceled up among several railroads such as Amtrak, the Housatonic Railroad, Bay Colony RR, the MBTA, Metro North, and a few short line railroads. A few of the dual powered FL9  locomotives continue to run. However, the washboard sided MU cars and Budd Rail Diesel Cars, are but a memory, having been replaced by the modern equipment of Amtrak and Metro North Railroad.Be  that as it may, the spirit of the New Haven Railroad lives on  in  the lines remaining in operation, even the Providence and Worcester Railroad, which has grown from a short line into a regional carrier covering much of the New Haven's territory, though largely  via trackage rights.
 
PASSENGER OPERATIONS
These operations, as conducted by the New Haven Railroad, consisted of through line service between New York and Boston, New York and Springfield, and through service between Boston,New York, Philadelphia, Washington and points south,of which the latter used Pennsylvania Station in New York, while all other New Haven trains in and out of New York used Grand Central Terminal. Passenger routes consisted of the following:
1.New York-New Haven-Providence-Boston via the Shore Line.
2.New Haven-Springfield (also as part of an inland route to and from Boston as well as to and from Montreal).
3.Norwalk-Danbury,CT (suburban)
4.Devon-Waterbury(Suburban)
5.Stamford-New Canaan (Suburban)
6.New York-New Haven local(suburban)_
7.Boston-Needham
8.Boston-Readville
9.Boston-Franklin
10.Boston-Stoughton-Providence local.
Noted passenger trains on the New Haven included The Federal, The Yankee Clipper, The Colonial, The Senator, The Merchant,The State of Maine, The Montrealer, The Washingtonian, and The Gilt Edge, to name a few.
A number of these trains used coaches of what are referred to as "American Flyer' cars, which were similar to those used on the Lehigh Valley Railroad, one of the New Haven's passenger connections at New York until 1961, when that railroad quit the business. New Haven's passenger trains were powered by a unique dual mode locomotive built exclusively for that railroad and only now are being  retired from passenger service: the EMD FL9, diesel electric-electric locomotive, of which the New Haven bought 60 in  two groups. The first group were rated at 1750 hp each and the second group came at 1800 hp per unit. Usually used in pairs, the locomotives operated off of third rail into and out of Grand Central terminal as straight electric then changed to diesel power once beyond third rail territory. However, there were times when the locomotives had to operate into Grand Central Terminal on diesel power dual to teething troubles with the third rail pick up shoes attached to the trucks. These locomotives were delivered in the loud red,white and black paint scheme that became the standard under the Patrick McGinnis regime. Even the General Electric Genesis Locomotives built to replace the FL9s are being delivered with some units in this scheme. Another commuter operation in Connecticut keeping the spirit of the New Haven alive is the Shore Fast Line, operating between New Haven and New London. Its locomotives, too, are painted in the New Haven livery. Even though the railroad has been gone since 1969, its spirit lives on in the MTA commuter trains and Amtrak expresses now plying its main lines.

Sample New Haven Freight Train Schedules.

Table-1.FGB-2 Bayridge,NY to Boston(Daily)
Lv.....Bay Ridge.....0800
Ar..Cedar Hill.......1100
Lv..Cedar Hill.......1435
Lv..Fort Yard........1555
Ar..Boston...........2035

Table2.GB4.Daily Bay Ridge to Cedar Hill(New Haven)
Lv...Bay Ridge.......1700
Ar...Cedar Hill......2015

Table 3.GB8 Bay Ridge to Boston (Daily)
Lv...Bay Ridge.......1330
Ar...Cedar Hill......1710
Lv...Cedar Hill......1800
Ar...Boston..........2340

Table 4.BG-3. Daily,Boston to Bay Ridge
Lv.....Boston........1930
Ar...Cedar Hill......2200
Lv...Cedar Hill......2255
Ar..Bay Ridge........0205

Table 5.NE-1(Speed Witch) (Daily)
Lv......Boston......1715
Ar...Cedar Hill.....2200
Lv...Cedar Hill.....2255
Ar...Bay Ridge......0205

Table 6. NG-3 (Daily)
Lv...Cedar Hill.....0800
Ar...Bay Ridge......1155

These were but a few of the trains that made up the New Haven Railroad's freight service.
FREIGHT TRAIN SYMBOLLING ON THE NEW HAVEN RAILROAD
New Haven Railroad freight trains carried an alpha numeric symbol code  in which the first letter generally indicated the origin of the train and the second letter, the destination with even numbers denoting east and northbound service and odd numbers indicating south and westbound service. The following are the symbols used by the New Haven Railroad for its freight train service:
A. Hartford                                          M. New London
B-Boston                                            N New Haven or Cedar Hill
C-Framingham                                    O Maybrook
D-Waterbury                                       P-Providence
E-Bridgeport                                       Q-Pittsfield                                      
EW-East Walpole                               R-Danbury
F-Fall River                                         S-Springfield
G-Bay Ridge                                       T-Taunton
H-Harlem River or Oak Point                 U-New Bedford
I-State Line                                         V-Provincetown
J-Fitchburg                                         W-Worcester
K-Brockton or S. Braintree                   X- Northampton
L-Lowell                                              Y-Holyoke
                                                          Z-Hyannis
For conducting its freight operations, the New Haven Railroad had major freight terminals located at Maybrook,NY, Bay Ridge,NY, Cedar Hill,CT, Springfield,MA and South Boston,MA. Due to its location, the freight hauls of the New Haven Railroad could best be characterized as short haul in nature, with most traffic terminating on line.Originating traffic moved in conjunction with other railroads to final destination. The connection with the Erie and Erie Lackawanna at Maybrook,NY is best remembered for the volume of perishable traffic interchanged with the New Haven Railroad at that location. Until the Penn Central's ICC directed takeover of the New Haven. A refrigerated car full of California produce arriving from the West Coast on,say, a Monday Morning at Maybrook, would be in Boston that same evening. This was due to good coordination between the two railroads in the handling of this highly profitable freight traffic. Once the Penn Central had the New Haven in its fold, that same reefer car would take at least a week or longer to get from Maybrook to Boston, and the destruction of this connection with Erie Lackawanna helped sink that company.  Of the road diesel fleet operated by the New Haven, the dual mode EMD FL9s were exclusively passenger engines, while the GP9 road switchers were dual service units. Freight only units included the U25Bs, Alco C425s. Most New Haven freight trains rarely ran with more than four diesel units on the head end  of the train, though there were exceptions from time to time. Carload, LCL package car service, piggyback trailer service, and other type of freight service, the New Haven Railroad provided it all to its customers, depending on each customer's needs.The short haul nature of its freight service together with the extensive and intensive passenger service, were among the factors that helped sink the New Haven railroad for good.
Sample Freight Schedules from 1965(from NHRR Yahoogroup files)
Table1.BG-1 Cedar Hill to Bay Ridge (Daily)
Lv Cedar Hill            0400
Ar Oak Point           0620
Lv Oak Point           0635
Ar Harlem River       0645
Ar Oak Point           0715
Lv Oak Point           0745
Ar Bay Ridge          0835
Table 2. GB2 Bay Ridge to Cedar Hill (Daily)
Lv Bay Ridge          1900
Ar Oak Point          2020
Lv Oak Point          2100
Ar Cedar Hill          2315
Table 3. BN1 Boston to Cedar Hill (ex.Sun & Mon.)
Lv Boston             0400
Ar Readville          0430
Lv Readville          0525
Ar Northrup Ave.   0725
Lv Northrup Ave.   0755
Lv Westerly         1020
Ar Groton            1040
Lv Groton            1110
Ar Cedar Hill        1240
Table 4. A/CB1 Boston to Maybrook (ex. Sun)
Lv Boston            1730
Lv Brayton Ave.    1825
Ar Cedar Hill        2035
Lv Cedar Hill        2135
Ar Maybrook       0135  (On Saturdays 2 hrs. earlier than shown)
Table 5. CB1 Cedar Hill to Maybrook (Daily)
Lv Cedar Hill       2200
Ar Maybrook      0200  ( on weekends 2 hours earlier than shown)
Table 6. Maybrook to Cedar Hill (Daily),Cedar Hill to Boston (Ex. Sun)
Lv Maybrook       0230
Ar New Haven     0610
Lv New Haven     0625
Ar Providence     0850
Lv Providence     0905
Ar Boston          1000 (via Cedar Hill on Weekends only)
PRINCIPAL FREIGHT CONNECTIONS AND JUNCTION POINTS:Boston: B&M,NYC;Lowell;B&M,Worcester;B&M,NYC;Maybrook:EL,LHR;Springfield: NYC,B&M;Pittsfield: NYC;New York City area:LIRR,PRR,NYC,EL,CNJ,LV many via transHudson carfloats. Additional connections made with New York Central were at Poughkeepsie,Brewster,Framingham. Additional connection with B&M was made at Fitchburg. These are only the major connections the New Haven Railroad had with other railroads for freight interchange purposes. New Haven passengers connected at the following locations to these railroads: Boston,B&M,NYC;Springfield,B&M,NYC,Pittsfield; NYC, New York:LIRR,NYC,PRR. The New Haven Railroad passed into history on December  31,1968. Penn Central editions of its timetables retained the New Haven flavor as late as 1970 when Penn Central's own forms erased the last timetable vestiges of the New Haven Railroad.

INTERMODAL SERVICE: While all New Haven Railroad through freight trains handled TOFC/COFC traffic, the railroad only had two dedicated trains handling this traffic exclusively. This service was known on the New Haven as Trailiner Service. The following are the schedules for these trains: BH5 Ex. FriSatSun. Boston............Lv.2015 Providence........Lv.2130 New Haven.........Lv.0055 Harlem River......Ar.0245 BH7 Trailiner, ExSaSu Boston............Lv2145 Providence........Lv2300 New Haven.........Lv0200 Harlem River......Ar0340 Eastbound Trailiner piggyback trains were the following: HB6 ExFriSatSun Harlem River.......Lv2045 New Haven..........Lv2309 Providence.........Lv0157 Boston.............Ar0305 HB8 ExSatSun. Harlem River.......Lv2220 New Haven..........Lv0050 Providence.........Lv0338 Boston.............Ar0446 Like a number of other New Haven freights, these trains were designated as to days of operation. However, the Trailiner intermodal service, could not save the New Haven Railroad from bankruptcy, due largely to the passenger oriented nature of the railroad and the lack of any long hauls of any serious consequence. Thus, the New York Central had its Flexivan and Supervan service, the Pennsylvania Railroad its TrucTrain and the New Haven, its Trailiner service. All were folded into Penn Central's TrailVan service by 1969.